wiedling-



(No Mode1.)` 3 Sheets-Sheet 1 H. WIE-BLING.

AUTOMATI GAR BRAKE.

No. 378,992. l Patented Mar. 6,1888. l

- l' 'BYWW (No Mdel.) 3 Shets--Sh'eet 2.

H. WIBDLING. A AUTOMATIC GAR BRAKE.

No. 3'8,992. Patented Mar. 6, 1888.

3o the central portion in section.

UNITED STATES PATENT OFFICE.

HERMANN VVIEDLING, OF NEW YORK, N. Y., ASSIGN OR TO THE WIEDLING MOTOR COMPANY, OF SAME PLACE.

SPECIFICATION forming part of Letters Patent o. 378,992, dated March 6, 1888.

Application filed November 23, 1886. Serial No. 219,634. (No model.)

.To all whom, it may concern:

Be it known that I, HERMANN WIEDLING, of Sondershausen, Germany, residing in New York,N.Y., have invented certain new and useful Improvements in Automatic Car-Brakes,

of which the following is a specification.

This invention has reference to those mechanisms which use the momentum or the tendency of cars or railroad-trains to move to bring ro the same to a stop or to reduce and control the speed of thesame.

The particular aims of the invention are to give to the brake an instantaneous action and to avoid the necessity of powerful mechanism or apparatus to actnate or operatethe same.

In carrying my invention into practice I use the rotation of the wheels or axles of the cars to revolve by friction wheel cylinders or shafts which wind up a chain or wire rope,

2o thereby operating the brake.

In the drawings I have shown my inventio only applied to a car; but it is self-evident that the same construction of brake may be applied also for vehicles and all kinds of maz 5 chinery where same could ,be of use-for example, for hoisting-machines, elevators, and different appliances for locomotion.

Referring to the accompanying drawings, Figure I is aside elevation ofa railway-car with Fig. II shows a crossesection o Fig. I, takenon the dotted lines y y, looking in the direction of the arrow c. Fig. III is asimilar cross-section, but seen in the direction of the arrow b. Fig. IV is the 3 5 front axle of the car,with car-wheels, frictionlare VIII are elevations of opposite sides of the chain-drum or'wire-rope drum with frictionfaces. Fig. IX is a sectiontaken on the line X X of Fig. V, showing the oscillating key which operates the friction-wheels; and Fig.

X is an elevation of Fig. IX with the key in section.

Fig. XI is asection through the pedal of the front platform, by which, through the foot of the man in charge, the friction- Vshows the pedal mechanism in the position Where the friction-clutch is closed and the brake will operate when the car-wheels revolve.

' Referring to the drawings, 1 is the front and 2 the rear axle of the car. shoes 3 of the front wheels and the brake-shoes The brake- 4 of the rear wheels are carried and kept off 65 the wheels by springs 5. The vertical bar 6 forms a bearing for the pin 7 of lever 8. The latter works, through pins 9 and 10, the rods 11 and 12,which operate the brake-shoes 3 and 4. The other side of the car has a mechanism similar to that described here. The lever 13, rods 14 and 15, pin 16, and vertical bar `17 correspond with lever 8, rods 11 and 12, pin 9, and vertical bar 6. The levers 8 and 13 are bent and made in one piece with cross-bar 18, which has in its middle an eye, 19, for the chain or wire rope 20. l

Figs. IV and V show the front axle on a larger scale. tion-wheel 21, which has th'e circular face 22. The cylinder 23, which is loose upon the front axle, 1, has au eye, 24, for the chain or wire rope 20, and its two arms 25 and 26 have frictionfaces 27 and 28, which correspond to the annular face 22 of wheel 2l. The collar 29 of cylinder 23 bears on collar 30 of cylinder 31,

which, as well as cylinder 32, is loose on axle 1. The cylinder 32 rests with collar 33 against the hub 34 of car-wheel 35, and projects with its square head 36 over the square head 37 of cylinder 31. Heads 36 and 37 have openings 38,

To the same is keyed the fric- 39, 40, and 41, in whicht the pins 42, 43, 44,

and 45 of U-shaped key 46. The latter has in the axis of pins 42 and 43 the shaft 47, which has a bearing on the hanger 48 of the front platform, 49, of the car. The spring 50, Fig.

IV, acts against the cylinder 23, and keeps thereby the friction-faces 22 'and 27 separated.

On the front platform, 49, is put, in a colivenient place for the man in charge, the pedal 51, which has the eyes 52, 53, and 54. Said pedal swings on bolt 55 of frame 56, and keeps, through eye 53 and bolt 57, the connectingbar 58, which works by its eye 59 and the pin 60 the crank 61, which is fastened by pin 62 to shaft 47. The eye 54 of the pedal has on its bolt 63 the rack 64, which engages with its teeth 65 the stop 66 of frame 56 as itis driven by its weight. The rack 64 forms on top the extension 67, which can be conveniently worked by the toes of the foot to release the pedal from its position.

Having thus shown the combination of the parts of the mechanism, I will describe the way in which it is operated and in which it acts.

If the pedal 51 isin the position of Fig. Xl, the key 46 will be, through pin 57, connectingrod 58, eye 59, pin 60, crank 61, and shaft 47, kept in the position shown in Fig. IV, and thereby the cylinders 28 and 31 be forced by the spring 50 toward the cylinder 32, and so the friction-faces 27 and 28 of cylinder 23 are kept away from the face 22 of the frictionwheel 21. As now the springs 5, which carry the brake-shoes 3 and 4, face the latter from the car-wheels, a tension is produced in the chain or wire rope 20, as rods 11 and 12 and lever 8 are forced in directions indicated by the arrows of Fig. I, and as rope 29 thereby draws on eye 24 of cylinder 23, the latter coniiot revolve, and so the brake-slices are kept away from the car-wheels and the brake will not bein operation. If the man in charge disengages the rack 64 by working the extension 67 with his toes and brings the pedal 51 in a position shown in Fig. XVI, by depressingr the saine with his hcel the connecting-rod 58 depresses thereby the crank 61, and so shaft 47 makes a part of a revolution as it turns in hanger 48 and on the pins 42 and 43 ofits key 46. The pins 42 and 43 have a stationary bearing in the slots 38 and 39 in head 36 of cylinder 32, and the latter is kept from revolving with the axle 1 by the pins 42 and 43, and it also has no movement sidewise, as it rests against the hub 34 of the car-wheel 35. The shaft 47 is in a line with pins 42 and 43, as their bearingsarestationary. Thepiiis44and45 are moved through the movement of shaft 47 and U-shaped key 46 on pins 42 and 43 as centers. Thereby pins 44 and 45 will force head 37, with its cylinder 31 and lange 30, against flange 29 of cylinder 23, and so the arms 25 and 26 of the latter are pressed with their friction-faces 27 and 28 against annular face 22 of friction-wheel 21. If the car is now running, the friction-wheel 21 revolves with axle 1, as it is keyed thereon, and the friction created by the pressure between annular face 22 and corresponding faces 27 and 28 will, through arms 25 and 26, cause the cylinder 23 to revolve with the axle 1, and so the rope or chain 2() be wound up on the cylinder 23, whereby the levers 8 and 13 are moved through eye 19 and crossbar 18, and as the combined levers 8 and 13 swing ou thcirpins 7and 16, the rods 11, 12, 14, and 15 force the brake-shoes 3 and 4 4 against the tension of springs 5 against the ear-wheels, thereby controlling or reducing the speed of the car. The friction created between the annular face 22 and faces 27 and 28 is in proportion to the pressure applied at the pedal 51 of the front platform, and, again, the force with which the rope 2O will work the brake-shoes 3 3 and 4 4', through the levers 8 and 13 and the rods 11, 12, 14, and 15, against the car-wheels is in proportion to the friction produced between the faces 22 and 27 28, and thereby, also, the friction producedon the carwheels through the brakeshoes is always 1n proportion to the pressure applied on the pedal 51. Thus the brake can be applied with more or less force by using more or less force on the pedal 51.

By allowing the rack 64 to engage witlistop 66 thc brake can be retained in any position without further attention being required.

If the pedal 51 is again brought into the position shown in Fig. XI, the spring 50 will separate the device 25 from friction-wheel 21, and the tension produced in rope 20, through springs 5 and the weight of levers 8 13 and cross-bar 18, will unroll said rope 20 from the cylinder 23 by rotating the cylinder in the opposite direction to that in which it wound up the rope.

The rope 20 will be wound up always in the direction the wheels of the car revolve, and therefore when the car'runs backward the direction in which it will be wound and unwound will Abe reversed.

Vhen the brake is put in operation, the cylinder 23 will wind up the rope 20 until the tension of the latter overcomes the friction of the device 25 on the wheel 21 and keeps the cylinder 23 stationary, whereby the annular face of the wheel 21 slides on the faces 27 and 2S and the collar 29 on the collar 30 ofthe cylinder 31 as long as the wheels of the axle 1 revolve.

If the brake is not in operation, no rope is on the cylinder 23, as the rope is only long enough under these circumstances to connect directly the eye 24 of the cylinder 23 with the eye 19 of the cross-bar 18. Thereby only a small part of a revolution of the cylinder 23 is required to produce a tension on said rope 2O sufficient to overcome the springs 5 and bring the brakeshoes in contact with the car-wheels.

Having thus described my invcntion,what I claim as new and iny invention, and desire to secure by Letters Patent of the United States, is-

1. The combination, with the platform of a car, of the stop 66, rack 64, pedal 5l, and rod 58 to connect said pedal with the brake-meehand 41 in its head, whereby the brake meehanism of zwar, substantially/as and for the puranism of the oar can -be set by rotating the [o poses set Wforth. shaft 47, substantially as and for the purposes 2. The combination', with the brake meehset forth. 5 anism of a car, of the shaft 47, provided with HERMANN WIEDLING.

U-shaped key 46, pins 42 43 44 45, cylinder Witnesses: 32, provided with openings 38 39 in its head, W. D. NEILLEY,

and cylinder 3l, provided with openings 40 A. WILSON. 

